WO1996007558A1 - Omnibus - Google Patents

Omnibus Download PDF

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Publication number
WO1996007558A1
WO1996007558A1 PCT/EP1995/003441 EP9503441W WO9607558A1 WO 1996007558 A1 WO1996007558 A1 WO 1996007558A1 EP 9503441 W EP9503441 W EP 9503441W WO 9607558 A1 WO9607558 A1 WO 9607558A1
Authority
WO
WIPO (PCT)
Prior art keywords
rear wheels
bus
steering
omnibus
omnibus according
Prior art date
Application number
PCT/EP1995/003441
Other languages
German (de)
French (fr)
Inventor
Robert Lee
Karl-Heinz David
Original Assignee
Gottlob Auwärter Gmbh & Co.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Gottlob Auwärter Gmbh & Co. filed Critical Gottlob Auwärter Gmbh & Co.
Priority to CA002198888A priority Critical patent/CA2198888C/en
Publication of WO1996007558A1 publication Critical patent/WO1996007558A1/en
Priority to US08/807,252 priority patent/US5813487A/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
    • B60K5/04—Arrangement or mounting of internal-combustion or jet-propulsion units with the engine main axis, e.g. crankshaft axis, transversely to the longitudinal centre line of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/46—Series type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2036—Electric differentials, e.g. for supporting steering vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B60L50/62—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles charged by low-power generators primarily intended to support the batteries, e.g. range extenders
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D47/00—Motor vehicles or trailers predominantly for carrying passengers
    • B62D47/02—Motor vehicles or trailers predominantly for carrying passengers for large numbers of passengers, e.g. omnibus
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
    • B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
    • B62D7/142—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering specially adapted for particular vehicles, e.g. tractors, carts, earth-moving vehicles, trucks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
    • B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
    • B62D7/15—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels
    • B62D7/159—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels characterised by computing methods or stabilisation processes or systems, e.g. responding to yaw rate, lateral wind, load, road condition
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/14—Buses
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/18—Buses
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/14—Trucks; Load vehicles, Busses
    • B60Y2200/143—Busses
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/14—Trucks; Load vehicles, Busses
    • B60Y2200/143—Busses
    • B60Y2200/1432—Low floor busses
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a bus, in particular in a low-floor construction, according to the preamble of claim 1.
  • Buses are mainly used to transport a large number of people.
  • a floor of a passenger interior of the bus is referred to as the low-floor construction.
  • Such low-floor buses are used in particular for local public transport.
  • the rear wheels are usually arranged in an area between two thirds and three quarters of the length of the vehicle.
  • the rear wheels are arranged further forward in order to achieve the maneuverability required for city traffic, which is determined by the wheelbase of the bus.
  • Wheel housings assigned to the rear wheels protrude into the vehicle interior of the bus and require an arrangement of passenger seats that takes this into account. For example, it is customary to arrange passenger seats against the direction of travel in order to make the best possible use of the space available in the passenger compartment. However, the driving comfort against the direction of travel is less for passengers.
  • a drive for the rear wheels takes up a considerable amount of space, in particular between the rear wheels drive elements must be arranged.
  • the floor of the passenger compartment must have a very considerable minimum height, at least in the area of the rear wheels.
  • the floor in the front area of the bus can be arranged significantly lower, so that an increase in the floor towards the end of the bus is necessary. This is particularly uncomfortable for the disabled and the elderly and increases the risk of accidents.
  • DE 42 01 513 AI discloses an omnibus of the type mentioned in the low-floor construction with steerable front wheels and driven, also steerable rear wheels.
  • the rear wheels are arranged in the rearmost section of the bus and are driven by a motor which forms a Z-shaped drive train with the rear axle, in that the motor with a flanged gearbox is arranged approximately parallel to and above the rear axle and the output shaft of the gearbox via bevel gearboxes and - 3rd
  • an obliquely downward propeller shaft is connected to a center differential of the rear axle.
  • the steering of the rear wheels is coupled to the steering of the front wheels, the rear wheels being steerable both in the same direction, for example for an exact entry and exit into and out of stop bays, and in opposite directions for driving through tight curves.
  • This omnibus also has the disadvantage that optimum efficiency cannot be achieved, since a hydraulic drive is always subject to a certain amount of slippage.
  • EP 0 244 549 AI discloses a hydrostatic drive for a bus with a rear axle located at the end of the vehicle. A steerability of the rear axle is not disclosed.
  • the hydrostatic drive and the rear wheels form a drive unit that can be detached from the body of the bus.
  • the drive itself comprises a diesel engine that is directly connected to a hydraulic pump is coupled. This acts on two hydraulic motors, which are designed as wheel hub motors and are each connected directly to the rear wheels via planetary gears.
  • energy stores are provided for storing hydraulic oil under high and low pressure, to which energy can be supplied both by the hydraulic pump and by the wheel hub motors when braking.
  • the invention has for its object to provide a bus with the features mentioned above, which allows a particularly compact design of the drive, the drive having an optimized efficiency, so that a low-consumption operation of the bus is made possible.
  • the solution according to the invention leads to a drive with an optimal efficiency.
  • a transmission with many gear stages is not required in the electric drive, whereby loss of power in the drive train can be avoided.
  • a high degree of efficiency is further supported by the slip-free coupling of the electric motors to the rear wheels.
  • wheel hub motors is extremely economical and compact beneficial because joints, cardan shafts, differential gears and other power transmission means are not required.
  • the slip-free coupling of the wheel hub motors to the rear wheels also enables effective braking by the wheel hub motors with appropriate switching of the electric motors.
  • the electric drive permits exhaust-gas-free and thus environmentally compatible operation of the bus, for example by using accumulators, fuel cells, flywheel storage devices or a supply via overhead line.
  • the electric motors are preferably each connected to a rear wheel via a transmission. This enables a space-saving construction of the bus drive with little construction effort.
  • the drive of the rear wheels comprises a generator driven by an internal combustion engine.
  • the internal combustion engine is a diesel or gasoline engine. Due to the high efficiency of the electric drive with extremely low power transmission losses, in connection with the generator and the internal combustion engine, there is a very favorable overall efficiency with a low total weight of all components necessary for the drive.
  • the internal combustion engine can always be operated in a particularly favorable speed range, so that very low fuel consumption is made possible.
  • a preferred addition results from the fact that the drive of the rear wheels comprises an energy store, in particular an accumulator.
  • a flywheel storage can also be considered as an energy storage device. In particular with an accumulator as an energy store in connection with an electric drive of the rear wheels, in addition to compensating for peak load consumption when starting off, it is also possible to drive longer distances without emissions, for example when crossing an urban area.
  • the overall efficiency of the drive is increased by the fact that a drive control unit for controlling or regulating the electric drive and its power supply and, in particular, energy recovery is provided.
  • the electric drive when braking the bus can work as a generator that generates energy that is temporarily stored in the energy store.
  • the internal combustion engine can work with the generator under optimum operating conditions with the best efficiency, an excess of energy being temporarily stored in the energy store, so that the internal combustion engine can be temporarily switched off and the electric drive can then be powered exclusively from the energy store is supplied. This enables a particularly optimal use of energy.
  • all components required for driving, steering and braking the rear wheels form a drive unit.
  • This drive unit is preassembled, so that the bus can be assembled particularly quickly.
  • the components are arranged in the drive unit that generate the steering, braking and driving forces.
  • controls such as a steering wheel, brake pedal or accelerator pedal, are arranged in a driving position in a front part of the body of the bus.
  • the drive unit has a common housing, which is largely soundproof at least with respect to the body of the bus. In this way, a particularly quiet drive unit is realized and a high level of driving comfort is achieved for passengers.
  • a particularly good sound decoupling of the passenger compartment from the drive unit is achieved in that the body of the bus is made essentially of fiber composite material, ie not of metal, in order to minimize the transmission of structure-borne noise. Furthermore, when using fiber composite material for the car body, this can be made very light, so that, despite the rear axle lying far to the rear, the legally permissible front axle load is not exceeded and consumption optimization is also made possible.
  • the drive unit is connected to the coach body of the bus via components which are in particular sound and / or vibration damping. This results in optimum driving comfort for passengers, since the noise generated by the drive and rolling noise of the rear wheels are arranged as far away from the passenger compartment as possible and are largely insulated. In addition, due to the few components required Connection of the drive unit to the car body an excellent decoupling of the car body from vibrations of the drive unit, so that there is a significantly improved driving comfort.
  • the drive unit for the control only has linkage-free control connections, such as electrical, pneumatic or hydraulic control lines, to the car body of the bus.
  • a particularly advantageous embodiment is characterized in that the drive unit can be coupled to and uncoupled from the body of the bus. This enables, for example, a separate production of the drive unit and car body of the bus and also separate maintenance or repair of the two components.
  • a simple and quick coupling and uncoupling of the drive unit to the car body of the bus results from the fact that the components connecting the drive unit to the car body are designed as coupling elements and the control connections quick couplings, such as plug-in connections, in the area of a transition between the car ⁇ box and the drive unit.
  • the control connections quick couplings, such as plug-in connections
  • the drive unit can be attached to various car bodies. So there is a - 9
  • the drive unit preferably forms a rear part of the coach body of the bus. This avoids difficulties that might otherwise arise when inserting or mounting the drive unit in a body section of the car body. In addition, there is a simpler manufacture overall, since the housing of the drive unit simultaneously forms the rear part of the body of the bus.
  • a steering movement of the rear wheels is coupled with a steering movement of the front wheels. It is particularly provided that the rear wheels counter to the direction of the front steer the wheels so that a high maneuverability of the bus is achieved.
  • the coupling can provide that the ratio of the counter-steering of the rear wheels to the front wheels is changed in dependence on the curve radius, that is to say in dependence on the steering angle of the front wheels, so that the counter-steering of the rear wheels is relatively stronger with a smaller curve radius ⁇ ker than with a larger curve radius. In this way, a particularly high maneuverability of the bus is achieved with sharp curves.
  • the steering movement of the rear wheels is coupled to the steering movement of the front wheels in such a way that a specifiable, virtual wheelbase, which is in particular shorter than the actual one, is generated.
  • a corresponding correlation of the steering movements ensures that the bus behaves when turning as if the wheelbase was shorter than the actual one, for example.
  • the rear wheels steer in such a way that a turning characteristic is obtained which corresponds to a shorter wheelbase than the actual one.
  • the wheelbase simulated by the cornering behavior of the bus is referred to as the virtual wheelbase. It corresponds to the wheelbase of an unsteered rear axle.
  • the bus according to the invention additionally having improved driving properties with regard to smooth running due to the longer actual wheelbase.
  • An advantageous embodiment is characterized in that the virtual wheel base is adjustable. It is thus possible to provide an optimum wheelbase for the particular use of the bus, such as a particularly short one for frequent city traffic and a longer one for cross-country trips.
  • a short-term and / or manual adaptation of the virtual wheelbase to a current driving situation is particularly suitable, for which an input element is provided in a driving position of the bus for adjusting the virtual wheelbase.
  • This input element can also be designed such that the rear wheels are steered independently of the front wheel steering.
  • the virtual wheel base is controlled or regulated as a function of a driving speed of the bus.
  • the virtual wheelbase is changed from a shorter wheelbase with increasing driving speed to a longer wheelbase. In this way, excellent straight running of the bus is guaranteed at high driving speeds and good maneuverability at low driving speeds.
  • the shorter wheelbase is adjustable and the longer wheelbase can be predetermined. In this way, the desired maneuverability can be set at low driving speeds, but for safety reasons the driving stability is always the same due to the fixed one longer wheelbase is guaranteed at high driving speeds.
  • the coupling of the steering movements of the front and rear wheels can be overridden and the steering of the rear wheels can be freely controlled. It is thus possible to operate the steering of the front wheels and the steering of the rear wheels independently of one another in particularly difficult driving situations. Accordingly, a bus driver can then also carry out unusual driving movements, such as parallel driving by turning the front and rear wheels in the same way, with the bus.
  • the steering movements of the front and rear wheels are preferably coupled without a mechanical connection, in particular without a linkage. This is structurally advantageous since otherwise there would have to be a mechanical connecting part extending almost over the entire length of the bus between the steering systems.
  • the steering of the rear wheels is controlled electrically and / or hydraulically.
  • Such a control can be implemented relatively inexpensively with commercially available components.
  • a steering angle meter can be provided on the front axle for steering the rear wheels.
  • a steering control unit is preferably provided which controls or regulates the steering of the rear wheels as a function of the steering of the front wheels.
  • the control unit can monitor the correct functioning of the rear wheel steering and can take over the exact control or regulation of the rear wheel steering in order to achieve a specific virtual wheel base.
  • the bus has a double axle as the rear axle, formed from a driven steered axle and a steered trailing or leading axle.
  • the additional trailing or leading axle can be positively steered. In turn, it is located as far back as possible at the end of the bus. This results in essentially the same advantages as with a two-axle bus with a rear axle that is arranged on the extreme end. Such an additional axle may be necessary in order not to exceed the permissible axle loads depending on the total weight of the bus.
  • FIG. 1 a side view of an omnibus according to the invention
  • Figure 2 is a plan view of the omnibus without a roof and with the front and rear wheels turned;
  • FIG. 3 another side view of the bus, in which a decoupled drive unit is shown in broken lines;
  • Figure 4 a schematic diagram of the connections between the drive unit and a car body of the bus.
  • Figure 5 a sketch of important components and their connections.
  • Figures 1, 2 and 3 show a low-floor bus 10 with front wheels 12 and rear wheels 14. Both the front wheels 12 and the rear wheels 14 are steered.
  • FIG. 1 shows that the bus 10 has a car body 16 with a passenger compartment 18.
  • a floor 20 of the passenger compartment 18 is arranged lower than wheel hubs 22 and 24 of the front wheels 12 and the rear wheels 14.
  • FIG. 1 also shows that the rear wheels 14 are arranged very close to a rear end 26 of the bus 10. Because of this Order of the rear wheels 14, associated wheel arches 28 are arranged outside the passenger compartment 18. This results in a completely flat and low floor 20 up to the rear end of the passenger compartment 18.
  • the omnibus 10 is intended for local traffic. Accordingly, it has particularly large side front doors 32 and side rear doors 34. In conjunction with the low floor 20, passengers can get in and out comfortably. Furthermore, a large number of seats 30 for passengers are arranged in the vehicle interior 18.
  • Figure 2 shows the doors 32 and 34 in the open state. It can be seen that a free surface 36 without seats 30 is formed in the passenger compartment 18 in the area of the rear side doors 34 up to the opposite longitudinal side of the passenger compartment 18. This area 36 represents standing room for passengers.
  • FIG. 2 shows the bus 10 with the front wheels 12 turned in and the rear wheels 14 turned in, the rear wheels 14 steering opposite the front wheels 12, that is to say showing an opposite steering movement. This counter-steering of the rear wheels 14 takes place as a function of a steering movement of the front wheels 12. How the steering movements are coupled will be described later with reference to FIG. 5.
  • FIG. 5 shows the most important components for driving, braking and steering in a schematic representation and their connections to one another.
  • the front wheels 12 are arranged to be steerable on the bus 10 via wheel suspensions, not shown, which form a front axle 13 of the bus 10.
  • the rear wheels 14 on the bus 10 are arranged such that they can be steered via wheel suspensions (not shown) which form a rear axle 15 of the bus. Both axes 13, 15 are only indicated in FIG. 5.
  • a steering system 42 is assigned to the front wheels 12 and a steering system 44 to the rear wheels 14.
  • the steering system 42 can cause the front wheels 12 to turn and the steering system 44 can cause the rear wheels 14 to turn.
  • Each steering system 42, 44 includes steering elements required for this, such as linkages or the like, which are only indicated in FIG.
  • a steering wheel 48 is provided for controlling the steering of the bus 10 by a bus driver (not shown).
  • This steering wheel 48 acts on a steering control unit 50 which, depending on the position of the steering wheel 48, controls the steering system 42 and the steering system 44 via control lines 52 and 54.
  • the control can follow electrically or pneumatically, the control lines 52 and 54 also each consisting of several lines and / or conductors.
  • the steering control unit 50 correlates a steering movement of the front wheels 12 with a steering movement of the rear wheels 14 by appropriately actuating the steering system 42 and the steering system 44.
  • the steering movements are coupled in particular so that a certain predetermined virtual The wheelbase R ⁇ is obtained when the bus 10 is cornering.
  • This virtual wheelbase can be changed if necessary by a bus driver using an input element 58 which has a control connection 60 to the steering control unit 50.
  • the steering device 50 controls the coupling of the steering movements.
  • the bus 10 has a drive 65 which comprises a large number of components.
  • the term “drive 65” is to be understood to mean all components which act mechanically on the rear wheels 14, but also all components which serve, for example, to provide drive energy, that is to say indirectly required for driving the rear wheels 14.
  • the rear wheels 14 are arranged on a drive unit 62 which comprises the rear axle 15, the steering system 44, the drive 65 and a brake system 64 assigned to the rear wheels 14.
  • the drive 65 has wheel hub motors 66, which are each connected to a rear wheel 14 via a gear 68.
  • the wheel hub motors 66 are electric motors which drive the rear wheels 14 without slipping.
  • a wheel hub motor 66 and a gear 68 are arranged together with the associated rear wheel 14 by means of the steering system 44 so as to be pivotable for steering.
  • the drive 65 comprises an internal combustion engine 70 in the form of a diesel engine which drives a generator 72.
  • Current generated by the generator 72 is converted by means of lines 74 via a control unit 76 and lines 78 Wheel hub motors 66 supplied.
  • the control unit 76 is also connected to an accumulator 82 via lines 80. All of these components are components of the drive 65.
  • control unit 76 receives signals from an accelerator pedal 88 and a brake pedal 90 in the control station 46 of the bus 10. Depending on these signals, the control unit 76 controls the wheel hub motors 66, energy storage and energy extraction from the accumulator 82. In addition The control unit 76 controls the diesel engine via a control line 91.
  • the control unit 76 controls the energy supplied to the wheel hub motors 66 and thus the driving speed of the bus 10. Depending on the requirements, the control unit 76 can control the diesel engine and thus the output of the generator 72 and any excess energy in the accumulator 82 store.
  • the brake pedal 90 is actuated and the control unit 76 recognizes the braking process via the signal line 86. Then the wheel hub motors 66 are switched as generators and the recovered electrical energy is stored in the accumulator 82.
  • the wheel hub motors 66 act on the rear wheels 14 via the gear 68 as a brake.
  • control unit 76 can switch off the diesel engine and supply the wheel hub motors 66 with energy from the accumulators 82. Such a shutdown of the diesel engine is particularly useful for drives through urban areas in order to avoid or minimize exhaust and noise pollution.
  • the bus 10 has a brake control unit 92 assigned to the brake pedal 90, which controls the brake system 64 for the rear wheels 14 via control lines 94 and a brake system 98 for the front wheels 12 via control lines 96.
  • the brake control unit 92 can act electrically, pneumatically or hydraulically on the brake systems 64 and 98.
  • the brake systems 64 and 98 are only indicated schematically in FIG. 5. They include all the components required for braking force control and can have, for example, drum brakes or disc brakes.
  • the drive unit 62 comprises all the components required for driving, steering and braking the rear wheels 14, including the necessary control elements.
  • the drive unit 62 forms a compact unit and, as can be seen in FIGS. 1, 3 and 4, has a housing 100. It also forms a rear part of the car body 16.
  • FIG. 4 shows schematically how the drive unit 62 is connected to the body 16 of the bus 10 via components 102.
  • an open and enlarged gap 104 is shown between the carriage box and the housing 100 of the drive unit 62.
  • the gap 104 is smoothly covered on the outside.
  • the car body 16 and / or the housing 100 have flanges, not shown, which form a smooth outer skin of the bus 10 over the gap 104.
  • the Gap 104 between the car body 16 and the drive unit 62 leads to excellent sound insulation between the two parts.
  • FIG. 4 only two components 102 are shown, but at least 4 or 6 such components 102 are provided for securely connecting the drive unit 62 to the car body 16.
  • the components 102 are preferably designed to dampen vibrations in order to largely prevent the introduction of structure-borne noise and other vibrations into the car body 16 by the drive unit 62. This results in a significantly improved driving comfort for passengers.
  • the components 102 are designed as coupling elements, and the control lines 54, 84, 86 and 94 have, as indicated in FIG. 4, plug-in connections which can be separated. These plug connections are indicated in the area of the transition between the car body 16 and the drive unit 62.
  • the control lines 54, 84, 86, 96 and further control connections (not shown) between the drive unit 62 and the car body 100, which are provided for monitoring functions, heating, power supply, etc., can be easily separated and reconnected .
  • the drive unit 62 can be uncoupled from the car body 16 and disengaged according to arrow 106.
  • the components 102 designed as coupling elements are opened and the drive unit 62 is detached from the car body 16.
  • the drive unit 62 is shown in broken lines in FIG. 3, the body 16 and the drive unit 62 are of course suitably supported, which is not shown.
  • the drive unit 62 is particularly compact in that the diesel engine with the generator 72 is arranged at the rear end 26 of the bus 10 above the rear wheels 14 transversely to the direction of travel, as indicated in FIG.
  • the diesel engine with the generator 72 is arranged at the rear end 26 of the bus 10 above the rear wheels 14 transversely to the direction of travel, as indicated in FIG.
  • a quasi-vertical chassis part results, the length of which essentially depends on the size of the rear wheels 14 and their required Freedom of movement for steering is determined.
  • the drive unit 62 even has a shorter overall length above the wheel arches 28 than in the area of the wheel arches 28. Accordingly, the drive unit 62 forms a shoulder 108 which extends over the entire width of the bus 10, as can be seen in FIG.
  • the car body 16 is complementary.
  • the passenger compartment 18 extends beyond the shoulder 108 with the drive unit 62 coupled, in order to realize the largest possible passenger compartment 18.

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Abstract

Proposed is an omnibus (10) with steered front wheels (12) and steered, driven rear wheels (14), the rear wheels being situated in the region of the rear end (26) of the omnibus such that the wheel cases (28) associated with the rear wheels are situated essentially at the rear end of and/or beyond the interior space (18) for passengers. The drive mechanism for the rear wheels comprises an electric drive wherein the rear wheels are driven by no-slip wheel hub motors in the form of electric motors, and as a result the drive mechanism is especially compact and economical.

Description

O M N I B U S O M N I B U S
Die vorliegende Erfindung betrifft einen Omnibus, insbe¬ sondere in Niederflurbauweise, gemäß dem Oberbegriff des Anspruchs 1.The present invention relates to a bus, in particular in a low-floor construction, according to the preamble of claim 1.
Omnibusse dienen überwiegend einer Beförderung einer Viel¬ zahl von Personen. Um ein bequemes und schnelles Ein- und Aussteigen zu ermöglichen, ist es wünschenswert, einen Bo¬ den eines Fahrgastinnenraumes des Omnibusses möglichst niedrig anzuordnen. Dies wird als Niederflurbauweise be¬ zeichnet. Derartige Niederflurbusse werden insbesondere für den öffentlichen Nahverkehr eingesetzt.Buses are mainly used to transport a large number of people. In order to enable a comfortable and quick getting on and off, it is desirable to arrange a floor of a passenger interior of the bus as low as possible. This is referred to as the low-floor construction. Such low-floor buses are used in particular for local public transport.
Bei Omnibussen sind die Hinterräder meistens etwa in einem Bereich zwischen zwei Drittel bis drei Viertel der Fahr¬ zeuglänge angeordnet. Gerade bei Niederflurbussen sind die Hinterräder eher weiter vorn liegend angeordnet, um die für den Stadtverkehr erforderliche Wendigkeit, die durch den Radstand des Omnibusses bestimmt ist, zu erreichen.In the case of buses, the rear wheels are usually arranged in an area between two thirds and three quarters of the length of the vehicle. In the case of low-floor buses in particular, the rear wheels are arranged further forward in order to achieve the maneuverability required for city traffic, which is determined by the wheelbase of the bus.
So ergeben sich mehrere Nachteile. Den Hinterrädern zuge¬ ordnete Radkästen ragen in den Fahrzeuginnenraum des Om¬ nibusses hinein und erfordern eine Anordnung von Fahrgast¬ sitzen, die dem Rechnung trägt. So ist es beispielsweise üblich, Fahrgastsitze entgegen der Fahrtrichtung anzuord¬ nen, um das Platzangebot im Fahrgastinnenraum möglichst gut zu nutzen. Jedoch ist der Fahrkomfort entgegen der Fahrtrichtung für Fahrgäste geringer.This has several disadvantages. Wheel housings assigned to the rear wheels protrude into the vehicle interior of the bus and require an arrangement of passenger seats that takes this into account. For example, it is customary to arrange passenger seats against the direction of travel in order to make the best possible use of the space available in the passenger compartment. However, the driving comfort against the direction of travel is less for passengers.
Weiter hat ein Antrieb für die Hinterräder einen erhebli¬ chen Platzbedarf, wobei insbesondere zwischen den Hinter- rädern Antriebselemente angeordnet werden müssen. Dies führt dazu, daß der Boden des Fahrgastinnenraumes zumin¬ dest im Bereich der Hinterräder eine ganz erhebliche Min¬ desthöhe aufweisen muß. Im Gegensatz zu dieser Mindesthöhe kann der Boden im vorderen Bereich des Omnibusses wesent¬ lich tieferliegend angeordnet werden, so daß ein Anstieg im Boden zum Ende des Busses hin erforderlich ist. Dies ist gerade für Behinderte und ältere Menschen unbequem und erhöht die Unfallgefahr.Furthermore, a drive for the rear wheels takes up a considerable amount of space, in particular between the rear wheels drive elements must be arranged. This means that the floor of the passenger compartment must have a very considerable minimum height, at least in the area of the rear wheels. In contrast to this minimum height, the floor in the front area of the bus can be arranged significantly lower, so that an increase in the floor towards the end of the bus is necessary. This is particularly uncomfortable for the disabled and the elderly and increases the risk of accidents.
Beim Anordnen hinterer seitlicher Türen des Omnibusses zum Ein- und Ausstieg von Fahrgästen ist die Lage der Hinter¬ räder zu berücksichtigen, da eine Tür nicht im Bereich eines Hinterrades angeordnet werden kann. Dies hat zur Folge, daß die Türen nicht optimal für ein möglichst schnelles Ein- und Aussteigen angeordnet werden können.When arranging rear side doors of the bus for the entry and exit of passengers, the position of the rear wheels must be taken into account, since a door cannot be arranged in the area of a rear wheel. As a result, the doors cannot be optimally arranged for getting in and out as quickly as possible.
Fahrgäste, die am Ende des Fahrgastinnenraumes sitzen oder stehen, haben nur einen eingeschränkten Fahrkomfort, da aufgrund des hinteren Überhanges des Omnibusses über die Hinterräder hinaus Fahrbahnunebenheiten verstärkt an die Fahrgäste weitergegeben werden.Passengers who sit or stand at the end of the passenger compartment have only limited driving comfort, because due to the rear overhang of the bus, uneven road surfaces are increasingly passed on to the passengers beyond the rear wheels.
Die DE 42 01 513 AI offenbart einen Omnibus der eingangs genannten Art in Niederflurbauweise mit lenkbaren Vorder¬ rädern und angetriebenen, ebenfalls lenkbaren Hinterrä¬ dern. Die Hinterräder sind im hintersten Abschnitt des Busses angeordnet und von einem Motor angetrieben, der mit der Hinterachse einen Z-förmigen Antriebsstrang bildet, indem der Motor mit einem angeflanschten Getriebe etwa pa¬ rallel zur Hinterachse und oberhalb dieser angeordnet und die Abtriebswelle des Getriebes über Kegelradgetriebe und - 3DE 42 01 513 AI discloses an omnibus of the type mentioned in the low-floor construction with steerable front wheels and driven, also steerable rear wheels. The rear wheels are arranged in the rearmost section of the bus and are driven by a motor which forms a Z-shaped drive train with the rear axle, in that the motor with a flanged gearbox is arranged approximately parallel to and above the rear axle and the output shaft of the gearbox via bevel gearboxes and - 3rd
eine schräg nach unten verlaufende Kardanwelle mit einem Mittendifferential der Hinterachse verbunden ist. Die Len¬ kung der Hinterräder ist mit der Lenkung der Vorderräder gekoppelt, wobei die Hinterräder sowohl gleichsinnig, zum Beispiel für ein exaktes Ein- und Ausfahren in und aus Haltestellenbuchten, als auch gegensinnig für ein Durch¬ fahren enger Kurven lenkbar sind.an obliquely downward propeller shaft is connected to a center differential of the rear axle. The steering of the rear wheels is coupled to the steering of the front wheels, the rear wheels being steerable both in the same direction, for example for an exact entry and exit into and out of stop bays, and in opposite directions for driving through tight curves.
Dieser bekannte Omnibus gestattet eine optimierte Ausbil¬ dung des Bodens, wobei jedoch der Platzbedarf des Antrie¬ bes beträchtlich ist. Nachteilig ist zudem, daß der Z-för- mige Antriebsstrang mit den erforderlichen Umlenkungen ei¬ ner verbrauchsoptimierten Ausbildung des Antriebs für den Omnibus entgegensteht.This known omnibus permits an optimized design of the floor, but the space requirement of the drive is considerable. It is also disadvantageous that the Z-shaped drive train with the necessary deflections opposes a consumption-optimized design of the drive for the bus.
Der Artikel "Wege zum Niederfluromnibus" aus der Zeit¬ schrift "nahverkehrspraxis" Nr. 10/1987, Seiten 387 und 388, beschreibt einen Niederfluromnibus, der am Heckende eine gelenkte Hinterachse aufweist, die hydrostatisch an¬ getrieben ist.The article "Ways to the low-floor bus" from the magazine "Nahverkehrspraxis" No. 10/1987, pages 387 and 388 describes a low-floor bus, which has a steered rear axle at the rear end, which is hydrostatically driven.
Auch bei diesem Omnibus ist nachteilig, daß kein optimaler Wirkungsgrad erreichbar ist, da ein hydraulischer Antrieb immer mit einem gewissen Schlupf behaftet ist.This omnibus also has the disadvantage that optimum efficiency cannot be achieved, since a hydraulic drive is always subject to a certain amount of slippage.
Weiter ist aus der EP 0 244 549 AI ein hydrostatischer An¬ trieb für einen Omnibus mit einer am Fahrzeugende angeord¬ neten Hinterachse bekannt. Eine Lenkbarkeit der Hinterach¬ se ist jedoch nicht offenbart. Der hydrostatische Antrieb und die Hinterräder bilden eine Antriebseinheit, die vom Wagenkasten des Omnibusses lösbar ist. Der Antrieb selbst umfaßt einen Dieselmotor, der direkt mit einer Hydraulik- pumpe gekoppelt ist. Diese wirkt auf zwei Hydraulikmoto¬ ren, die als Radnabenmotoren ausgebildet und jeweils über Planetengetriebe direkt mit den Hinterrädern verbunden sind. Zudem sind Energiespeicher zum Speichern von unter hohem und niedrigem Druck stehenden Hydrauliköl vorgese¬ hen, denen Energie sowohl durch die Hydraulikpumpe als auch durch die Radnabenmotoren beim Bremsen zugeführt wer¬ den kann.Furthermore, EP 0 244 549 AI discloses a hydrostatic drive for a bus with a rear axle located at the end of the vehicle. A steerability of the rear axle is not disclosed. The hydrostatic drive and the rear wheels form a drive unit that can be detached from the body of the bus. The drive itself comprises a diesel engine that is directly connected to a hydraulic pump is coupled. This acts on two hydraulic motors, which are designed as wheel hub motors and are each connected directly to the rear wheels via planetary gears. In addition, energy stores are provided for storing hydraulic oil under high and low pressure, to which energy can be supplied both by the hydraulic pump and by the wheel hub motors when braking.
Auch hier ergibt sich wiederum ein nicht optimaler Gesamt¬ wirkungsgrad des Antriebs. Außerdem ist der Platzbedarf dieses Antriebs aufgrund der vorgesehenen Drucktanks ver¬ hältnismäßig hoch.Here too, the overall efficiency of the drive is not optimal. In addition, the space requirement of this drive is relatively high due to the pressure tanks provided.
Der Erfindung liegt die Aufgabe zugrunde, einen Omnibus mit den eingangs genannten Merkmalen zu schaffen, der eine besonders kompakte Ausbildung des Antriebs gestattet, wo¬ bei der Antrieb einen optimierten Wirkungsgrad aufweist, so daß ein verbrauchsgünstiger Betrieb des Omnibusses er¬ möglicht wird.The invention has for its object to provide a bus with the features mentioned above, which allows a particularly compact design of the drive, the drive having an optimized efficiency, so that a low-consumption operation of the bus is made possible.
Die Aufgabe wird erfindungsgemäß durch einen Omnibus mit den Merkmalen des Anspruchs 1 gelöst.The object is achieved according to the invention by an omnibus with the features of claim 1.
Die erfindungsgemäße Lösung führt zu einem Antrieb mit ei¬ nem optimalen Wirkungsgrad. So ist ein Getriebe mit vielen Gangstufen bei dem Elektroantrieb nicht erforderlich, wo¬ durch Kraftverluste im Antriebsstrang vermieden werden können. Ein hoher Wirkungsgrad wird des weiteren durch die schlupffreie Kopplung der Elektromotoren an die Hinterrä¬ der unterstützt. Weiter ist der Einsatz von Radnabenmoto¬ ren einer großen Wirtschaftlichkeit und kompakten Bauweise zuträglich, da Gelenke, Kardanwellen, Differentialgetriebe und sonstige Kraftübertragungsmittel nicht erforderlich sind.The solution according to the invention leads to a drive with an optimal efficiency. For example, a transmission with many gear stages is not required in the electric drive, whereby loss of power in the drive train can be avoided. A high degree of efficiency is further supported by the slip-free coupling of the electric motors to the rear wheels. Furthermore, the use of wheel hub motors is extremely economical and compact beneficial because joints, cardan shafts, differential gears and other power transmission means are not required.
Die schlupffreie Kopplung der Radnabenmotoren an die Hin¬ terräder ermöglicht zudem ein effektives Bremsen durch die Radnabenmotoren bei entsprechender Schaltung der Elektro¬ motoren. Außerdem gestattet der Elektroantrieb einen ab¬ gasfreien und damit umweltverträglichen Betrieb des Omni¬ busses, beispielsweise durch Einsatz von mitgeführten Ak¬ kumulatoren, Brennstoffzellen, Schwungradspeichern oder eine Versorgung über Oberleitung.The slip-free coupling of the wheel hub motors to the rear wheels also enables effective braking by the wheel hub motors with appropriate switching of the electric motors. In addition, the electric drive permits exhaust-gas-free and thus environmentally compatible operation of the bus, for example by using accumulators, fuel cells, flywheel storage devices or a supply via overhead line.
Vorzugsweise sind die Elektromotoren über ein Getriebe je¬ weils mit einem Hinterrad verbunden. So wird bei geringem baulichen Aufwand eine platzsparende Konstruktion des Om¬ nibusantriebs ermöglicht.The electric motors are preferably each connected to a rear wheel via a transmission. This enables a space-saving construction of the bus drive with little construction effort.
Für die Stromversorgung des Elektroantriebs ist gemäß ei¬ ner bevorzugten Ausführungsvariante vorgesehen, daß der Antrieb der Hinterräder einen durch eine Brennkraftmaschi¬ ne angetriebenen Generator umfaßt. Insbesondere handelt es sich bei der Brennkraftmaschine um einen Diesel- oder Ben¬ zinmotor. Aufgrund eines hohen Wirkungsgrades des Elektro¬ antriebs mit äußerst geringen Kraftübertragungsverlusten ergibt sich in Verbindung mit dem Generator und der Brenn¬ kraftmaschine ein sehr günstiger Gesamtwirkungsgrad bei einem geringen Gesamtgewicht aller für den Antrieb notwen¬ digen Komponenten. Zudem kann die Brennkraftmaschine immer in einem besonders günstigen Drehzahlbereich betrieben werden, so daß ein sehr niedriger Brennstoffverbrauch er¬ möglicht wird. Eine bevorzugte Ergänzung ergibt sich dadurch, daß der An¬ trieb der Hinterräder einen Energiespeicher, insbesondere einen Akkumulator, umfaßt. Als Energiespeicher kommt auch ein Schwungradspeicher in Betracht. Insbesondere mit einem Akkumulator als Energiespeicher in Verbindung mit einem Elektroantrieb der Hinterräder ist es neben der Kompen¬ sation von Spitzenlastverbräuchen beim Anfahren möglich, auch längere Strecken abgasfrei, beispielsweise beim Durchqueren eines Stadtgebiets, zu fahren.According to a preferred embodiment variant, for the power supply of the electric drive, it is provided that the drive of the rear wheels comprises a generator driven by an internal combustion engine. In particular, the internal combustion engine is a diesel or gasoline engine. Due to the high efficiency of the electric drive with extremely low power transmission losses, in connection with the generator and the internal combustion engine, there is a very favorable overall efficiency with a low total weight of all components necessary for the drive. In addition, the internal combustion engine can always be operated in a particularly favorable speed range, so that very low fuel consumption is made possible. A preferred addition results from the fact that the drive of the rear wheels comprises an energy store, in particular an accumulator. A flywheel storage can also be considered as an energy storage device. In particular with an accumulator as an energy store in connection with an electric drive of the rear wheels, in addition to compensating for peak load consumption when starting off, it is also possible to drive longer distances without emissions, for example when crossing an urban area.
Der Wirkungsgrad des Antriebs wird insgesamt noch dadurch gesteigert, daß eine Antriebssteuereinheit zum Steuern oder Regeln des Elektroantriebs und dessen Stromversorgung und insbesondere einer Energierückspeisung vorgesehen ist. So kann der Elektroantrieb beim Bremsen des Omnibusses als Generator arbeiten, der Energie erzeugt, die in dem Ener¬ giespeicher vorübergehend gespeichert wird. Des weiteren kann die Brennkraftmaschine mit dem Generator unter opti¬ malen Betriebsbedingungen mit bestem Wirkungsgrad arbei¬ ten, wobei ein Energieüberschuß im Energiespeicher zwi¬ schengespeichert wird, so daß die Brennkraftmaschine zeit¬ weise abgeschaltet werden kann und der Elektroantrieb dann ausschließlich aus dem Energiespeicher mit Energie ver¬ sorgt wird. So wird eine besonders optimale Energieausnut¬ zung ermöglicht.The overall efficiency of the drive is increased by the fact that a drive control unit for controlling or regulating the electric drive and its power supply and, in particular, energy recovery is provided. Thus, the electric drive when braking the bus can work as a generator that generates energy that is temporarily stored in the energy store. Furthermore, the internal combustion engine can work with the generator under optimum operating conditions with the best efficiency, an excess of energy being temporarily stored in the energy store, so that the internal combustion engine can be temporarily switched off and the electric drive can then be powered exclusively from the energy store is supplied. This enables a particularly optimal use of energy.
Bei einer sehr vorteilhaften Ausführungsform ist vorgese¬ hen, daß alle zum Antrieben, Lenken und Bremsen der Hin¬ terräder erforderlichen Komponenten einschließlich einer lenkbaren Hinterachse eine Triebeinheit bilden. Diese Triebeinheit wird vormontiert, so daß sich eine besonders schnelle Endmontage des Omnibusses ergibt. Hierbei sind die Komponenten in der Triebeinheit angeordnet, die die Lenk-, Brems- und Antriebskräfte erzeugen. Jedoch sind Steuerelemente, wie ein Lenkrad, Bremspedal oder Gaspedal, in einem Fahrstand in einem vorderen Teil des Wagenkastens des Omnibusses angeordnet.In a very advantageous embodiment it is provided that all components required for driving, steering and braking the rear wheels, including a steerable rear axle, form a drive unit. This drive unit is preassembled, so that the bus can be assembled particularly quickly. Here are the components are arranged in the drive unit that generate the steering, braking and driving forces. However, controls, such as a steering wheel, brake pedal or accelerator pedal, are arranged in a driving position in a front part of the body of the bus.
Insbesondere ist dabei vorgesehen, daß die Triebeinheit ein gemeinsames Gehäuse aufweist, welches weitgehend zu¬ mindest gegenüber dem Wagenkasten des Omnibusses schall¬ isoliert ist. So wird ein besonders leises Antriebsaggre¬ gat realisiert und ein hoher Fahrkomfort für Fahrgäste er¬ halten.In particular, it is provided that the drive unit has a common housing, which is largely soundproof at least with respect to the body of the bus. In this way, a particularly quiet drive unit is realized and a high level of driving comfort is achieved for passengers.
Eine besonders gute Schallentkopplung des Fahrgastinnen¬ raums von der Triebeinheit wird dadurch erreicht, daß der Wagenkasten des Omnibusses im wesentlichen aus Faserver¬ bundwerkstoff, also nicht aus Metall, hergestellt ist, um die Übertragung von Körperschall zu minimieren. Weiter kann bei Verwendung von Faserverbundwerkstoff für den Wagenkasten dieser sehr leicht ausgebildet werden, so daß trotz der weit hinten liegenden Hinterachse die gesetzlich erlaubte Vorderachslast nicht überschritten und außerdem eine Verbrauchsoptimierung ermöglicht wird.A particularly good sound decoupling of the passenger compartment from the drive unit is achieved in that the body of the bus is made essentially of fiber composite material, ie not of metal, in order to minimize the transmission of structure-borne noise. Furthermore, when using fiber composite material for the car body, this can be made very light, so that, despite the rear axle lying far to the rear, the legally permissible front axle load is not exceeded and consumption optimization is also made possible.
Es ist vorgesehen, daß die Triebeinheit mit dem Wagen¬ kasten des Omnibusses über Bauelemente, die insbesondere schall- und/oder schwingungsdämpfend sind, verbunden ist. So ergibt sich ein optimaler Fahrkomfort für Fahrgäste, da die Lärmentwicklung durch den Antrieb und Abrollgeräusche der Hinterräder möglichst weit vom Fahrgastinnenraum ent¬ fernt angeordnet und weitestgehend isoliert sind. Zudem erfolgt durch die wenigen erforderlichen Bauelemente zur Verbindung der Triebeinheit mit dem Wagenkasten eine her¬ vorragende Abkopplung des Wagenkastens von Schwingungen der Triebeinheit, so daß sich ein deutlich verbesserter Fahrkomfort ergibt.It is provided that the drive unit is connected to the coach body of the bus via components which are in particular sound and / or vibration damping. This results in optimum driving comfort for passengers, since the noise generated by the drive and rolling noise of the rear wheels are arranged as far away from the passenger compartment as possible and are largely insulated. In addition, due to the few components required Connection of the drive unit to the car body an excellent decoupling of the car body from vibrations of the drive unit, so that there is a significantly improved driving comfort.
Dies wird weiter dadurch unterstützt, daß die Triebeinheit zur Steuerung nur gestängelose Steuerverbindungen wie elektrische, pneumatische oder hydraulische Steuerlei- tungen, zum Wagenkasten des Omnibusses aufweist.This is further supported by the fact that the drive unit for the control only has linkage-free control connections, such as electrical, pneumatic or hydraulic control lines, to the car body of the bus.
Eine besonders vorteilhafte Ausführungsform ist dadurch gekennzeichnet, daß die Triebeinheit an den Wagenkasten des Omnibusses an- und von diesem abkuppelbar ist. Dies ermöglicht beispielsweise eine getrennte Herstellung von Triebeinheit und Wagenkasten des Omnibusses und auch eine getrennte Wartung oder Reparatur der beiden Komponenten.A particularly advantageous embodiment is characterized in that the drive unit can be coupled to and uncoupled from the body of the bus. This enables, for example, a separate production of the drive unit and car body of the bus and also separate maintenance or repair of the two components.
Ein einfaches und schnelles An- und Abkuppeln der Trieb¬ einheit am Wagenkasten des Omnibusses ergibt sich dadurch, daß die die Triebeinheit mit dem Wagenkasten verbindenden Bauelemente als Kupplungselemente ausgebildet sind und die Steuerverbindungen Schnellkupplungen, wie Steckverbin¬ dungen, im Bereich eines Übergangs zwischen dem Wagen¬ kasten und der Triebeinheit aufweisen. So sind beim Abkup¬ peln der Triebeinheit vom Wagenkasten lediglich die Steuerverbindungen aufzutrennen und nachfolgend kann die mechanische Verbindung zum Wagenkasten sehr einfach und schnell gelöst werden. Ein Ankuppeln erfolgt in umgekehr¬ ter Reihenfolge.A simple and quick coupling and uncoupling of the drive unit to the car body of the bus results from the fact that the components connecting the drive unit to the car body are designed as coupling elements and the control connections quick couplings, such as plug-in connections, in the area of a transition between the car ¬ box and the drive unit. Thus, when the drive unit is uncoupled from the car body, only the control connections have to be disconnected and subsequently the mechanical connection to the car body can be released very simply and quickly. Coupling takes place in the reverse order.
Vorteilhafterweise ist vorgesehen, daß die Triebeinheit an verschiedene Wagenkästen anbaubar ist. So ergibt sich ein - 9It is advantageously provided that the drive unit can be attached to various car bodies. So there is a - 9
System, bei dem beispielsweise verschiedene Wagenkasten¬ längen mit einer Triebeinheit für verschiedene Einsatz- zwecke kombinierbar sind. Es ist dann auch möglich, einen Wagenkasten nach einem Unfall wieder instandzusetzen, wäh¬ rend die Triebeinheit, welche einen besonders teuren Teil des Busses bildet, in Verbindung mit einem anderen Wagen¬ kasten weiter genutzt wird. Des weiteren gestattet die universelle Ankuppelbarkeit der Triebeinheit an Wagen¬ kästen eine Arbeitsteilung bei der Herstellung insofern, daß die Triebeinheit hergestellt und an verschiedene Karosseriebauer zur Bildung eines vollständigen Omnibusses geliefert werden kann.System in which, for example, different car body lengths can be combined with a drive unit for different purposes. It is then also possible to repair a car body after an accident, while the drive unit, which forms a particularly expensive part of the bus, continues to be used in connection with another car body. Furthermore, the universal coupling ability of the drive unit to car bodies allows a division of labor in the manufacture in that the drive unit can be manufactured and delivered to various body builders to form a complete bus.
Bevorzugt bildet die Triebeinheit einen hinteren Teil des Wagenkastens des Omnibusses. So werden Schwierigkeiten, die ansonsten beim Einsetzen oder Anbauen der Triebeinheit in einen Karrosserieabschnitt des Wagenkastens entstehen könnten, vermieden. Zudem ergibt sich eine einfachere Her¬ stellung insgesamt, da das Gehäuse der Triebeinheit gleichzeitig den hinteren Teil der Karosserie des Omni¬ busses bildet.The drive unit preferably forms a rear part of the coach body of the bus. This avoids difficulties that might otherwise arise when inserting or mounting the drive unit in a body section of the car body. In addition, there is a simpler manufacture overall, since the housing of the drive unit simultaneously forms the rear part of the body of the bus.
Da die Hinterräder gelenkt sind, ergibt sich eine große Wendigkeit des Omnibusses, wenn dies bei kritischen Fahr¬ situationen, insbesondere im Stadtverkehr, erforderlich sein sollte. Ein Busfahrer kann trotz des langen Radstan¬ des den Omnibus problemlos um Hindernisse herummanövrieren.Since the rear wheels are steered, there is great maneuverability of the bus when this should be necessary in critical driving situations, especially in city traffic. Despite the long wheelbase, a bus driver can easily maneuver the bus around obstacles.
In bevorzugter Ausgestaltung ist vorgesehen, daß eine Lenkbewegung der Hinterräder mit einer Lenkbewegung der Vorderräder gekoppelt ist. Dabei ist insbesondere vorgese¬ hen, daß die Hinterräder entgegen der Richtung der Vorder- räder lenken, so daß eine hohe Wendigkeit des Omnibusses erreicht wird. Beispielsweise kann bei der Kopplung vorge¬ sehen sein, daß das Verhältnis des Gegenlenkens der Hin¬ terräder gegenüber den Vorderrädern in Abhängigkeit vom Kurvenradius, also in Abhängigkeit vom Lenkeinschlag der Vorderräder so verändert wird, daß bei kleinerem Kurvenra¬ dius das Gegenlenken der Hinterräder verhältnismäßig stär¬ ker ist als bei einem größeren Kurvenradius. So wird eine besonders hohe Wendigkeit des Omnibusses bei scharfen Kur¬ ven erreicht.In a preferred embodiment it is provided that a steering movement of the rear wheels is coupled with a steering movement of the front wheels. It is particularly provided that the rear wheels counter to the direction of the front steer the wheels so that a high maneuverability of the bus is achieved. For example, the coupling can provide that the ratio of the counter-steering of the rear wheels to the front wheels is changed in dependence on the curve radius, that is to say in dependence on the steering angle of the front wheels, so that the counter-steering of the rear wheels is relatively stronger with a smaller curve radius ¬ ker than with a larger curve radius. In this way, a particularly high maneuverability of the bus is achieved with sharp curves.
In einer weiteren besonders bevorzugten Ausgestaltung ist vorgesehen, daß die Lenkbewegung der Hinterräder mit der Lenkbewegung der Vorderräder so gekoppelt ist, daß ein vorgebbarer, virtueller Radstand, der insbesondere kürzer als der tatsächliche ist, erzeugt wird. Durch eine ent¬ sprechende Korrelation der Lenkbewegungen wird erreicht, daß sich der Omnibus beim Wenden so verhält, als ob der Radstand beispielsweise kürzer als der tatsächliche ist. In diesem Fall lenken die Hinterräder bei Einschlag der Vorderräder so entgegen, daß eine Wendecharakteristik er¬ halten wird, die einem kürzeren Radstand als dem tatsäch¬ lichen entspricht. Der durch das Kurvenfahrverhalten des Omnibusses simulierte Radstand wird als virtueller Rad¬ stand bezeichnet. Er entspricht dem Radstand einer unge- lenkten Hinterachse. Es ergibt sich eine Wendigkeit des erfindungsgemäßen Omnibusses, die der eines bisher bekann¬ ten Omnibusses entspricht, wobei der erfindungsgemäße Om¬ nibus zusätzlich verbesserte Fahreigenschaften hinsicht¬ lich der Laufruhe aufgrund des längeren tatsächlichen Rad¬ standes aufweist. Eine vorteilhafte Ausführungsform zeichnet sich dadurch aus, daß der virtuelle Radstand verstellbar ist. So ist es möglich, einen für den jeweiligen Einsatz des Omnibusses optimalen Radstand, wie einen besonders kurzen für häufi¬ gen Stadtverkehr und einen längeren für Überlandfahrten, vorzusehen.In a further particularly preferred embodiment it is provided that the steering movement of the rear wheels is coupled to the steering movement of the front wheels in such a way that a specifiable, virtual wheelbase, which is in particular shorter than the actual one, is generated. A corresponding correlation of the steering movements ensures that the bus behaves when turning as if the wheelbase was shorter than the actual one, for example. In this case, when the front wheels are turned, the rear wheels steer in such a way that a turning characteristic is obtained which corresponds to a shorter wheelbase than the actual one. The wheelbase simulated by the cornering behavior of the bus is referred to as the virtual wheelbase. It corresponds to the wheelbase of an unsteered rear axle. This results in a maneuverability of the bus according to the invention which corresponds to that of a previously known bus, the bus according to the invention additionally having improved driving properties with regard to smooth running due to the longer actual wheelbase. An advantageous embodiment is characterized in that the virtual wheel base is adjustable. It is thus possible to provide an optimum wheelbase for the particular use of the bus, such as a particularly short one for frequent city traffic and a longer one for cross-country trips.
Neben der genannten generellen Einstellung des virtuellen Radstandes kommt insbesondere eine kurzfristige und/oder manuelle Anpassung des virtuellen Radstandes an eine aktu¬ elle Fahrsituation in Betracht, wofür ein Eingabeelement in einem Fahrstand des Omnibusses zur Verstellung des vir¬ tuellen Radstandes vorgesehen ist. Dieses Eingabeelement kann auch so ausgebildet sein, daß die Lenkung der Hinter¬ räder unabhängig von der Vorderradlenkung erfolgt.In addition to the aforementioned general setting of the virtual wheelbase, a short-term and / or manual adaptation of the virtual wheelbase to a current driving situation is particularly suitable, for which an input element is provided in a driving position of the bus for adjusting the virtual wheelbase. This input element can also be designed such that the rear wheels are steered independently of the front wheel steering.
In einer weiteren Ausführungsalternative ist vorgesehen, daß der virtuelle Radstand in Abhängigkeit von einer Fahr¬ geschwindigkeit des Omnibusses gesteuert oder geregelt ist. Dabei wird insbesondere der virtuelle Radstand aus¬ gehend von einem kürzeren Radstand mit zunehmender Fahr¬ geschwindigkeit zu einem längeren Radstand hin verändert. So werden bei hohen Fahrgeschwindigkeiten ein hervorragen¬ der Geradeauslauf des Omnibusses und bei niedrigen Fahrge¬ schwindigkeiten eine gute Wendigkeit gewährleistet.In a further alternative embodiment, it is provided that the virtual wheel base is controlled or regulated as a function of a driving speed of the bus. In particular, the virtual wheelbase is changed from a shorter wheelbase with increasing driving speed to a longer wheelbase. In this way, excellent straight running of the bus is guaranteed at high driving speeds and good maneuverability at low driving speeds.
In einer speziellen Ausgestaltung ist dabei vorgesehen, daß der kürzere Radstand verstellbar und der längere Rad¬ stand fest vorgebbar ist. Auf diese Weise ist die ge¬ wünschte Wendigkeit bei geringen Fahrgeschwindigkeiten einstellbar, wobei aber aus Sicherheitsgründen immer die gleiche Fahrstabilität durch den fest vorgegebenen längeren Radstand bei hohen Fahrgeschwindigkeiten gewähr¬ leistet wird.In a special embodiment it is provided that the shorter wheelbase is adjustable and the longer wheelbase can be predetermined. In this way, the desired maneuverability can be set at low driving speeds, but for safety reasons the driving stability is always the same due to the fixed one longer wheelbase is guaranteed at high driving speeds.
Bevorzugt ist vorgesehen, daß zum leichteren Rangieren des Omnibusses , insbesondere unterhalb einer bestimmten Fahr¬ geschwindigkeit, die Kopplung der Lenkbewegungen der Vor¬ der- und Hinterräder übersteuerbar und die Lenkung der Hinterräder frei steuerbar ist. So ist es möglich, in be¬ sonders schwierigen Fahrsituationen die Lenkung der Vor¬ derräder und die Lenkung der Hinterräder unabhängig von¬ einander zu bedienen. Dementsprechend kann ein Busfahrer dann auch ungewöhnliche Fahrbewegungen, wie ein Parallel- fahren durch ein gleiches Einschlagen der Vorder- und Hin¬ terräder, mit dem Bus ausführen.It is preferably provided that for easier maneuvering of the bus, in particular below a certain driving speed, the coupling of the steering movements of the front and rear wheels can be overridden and the steering of the rear wheels can be freely controlled. It is thus possible to operate the steering of the front wheels and the steering of the rear wheels independently of one another in particularly difficult driving situations. Accordingly, a bus driver can then also carry out unusual driving movements, such as parallel driving by turning the front and rear wheels in the same way, with the bus.
Es ist anzumerken, daß das genannte Parallelfahren des Om¬ nibusses aber auch bei einer Einstellung des virtuellen Radstandes auf einen unendlich großen Wert erreicht wird.It should be noted that the aforementioned parallel driving of the bus is also achieved when the virtual wheelbase is set to an infinitely large value.
Vorzugsweise erfolgt eine Kopplung der Lenkbewegungen der Vorder- und der Hinterräder ohne mechanische Verbindung, insbesondere gestängelos. Dies ist konstruktiv vorteil¬ haft, da ansonsten ein sich fast über die gesamte Buslänge erstreckendes mechanisches Verbindungsteil zwischen den Lenkungen vorhanden sein müßte.The steering movements of the front and rear wheels are preferably coupled without a mechanical connection, in particular without a linkage. This is structurally advantageous since otherwise there would have to be a mechanical connecting part extending almost over the entire length of the bus between the steering systems.
Es ist vorgesehen, daß eine Ansteuerung der Lenkung der Hinterräder elektrisch und/oder hydraulisch erfolgt. Eine solche Ansteuerung läßt sich relativ preisgünstig mit han¬ delsüblichen Komponenten realisieren.It is provided that the steering of the rear wheels is controlled electrically and / or hydraulically. Such a control can be implemented relatively inexpensively with commercially available components.
Eine einfache konstruktive Realisierung einer Kopplung - 13 -A simple constructive implementation of a coupling - 13 -
zwischen der Lenkbewegung der Vorderräder und der Lenkbe¬ wegung der Hinterräder ergibt sich dadurch, daß die Len¬ kung der Hinterräder in Abhängigkeit von einer Stellung eines Lenkrades für die Lenkung der Vorderräder gesteuert oder geregelt ist. So ergibt sich eine einfache und siche¬ re Konstruktion. Alternativ kann für die Lenkung der Hin¬ terräder ein Lenkwinkelmesser an der Vorderachse vorgese¬ hen sein.between the steering movement of the front wheels and the steering movement of the rear wheels results from the fact that the steering of the rear wheels is controlled or regulated as a function of a position of a steering wheel for steering the front wheels. This results in a simple and safe construction. Alternatively, a steering angle meter can be provided on the front axle for steering the rear wheels.
Vorzugsweise ist eine Lenksteuereinheit, die die Lenkung der Hinterräder in Abhängigkeit von der Lenkung der Vor¬ derräder steuert oder regelt, vorgesehen. Hierbei kann die Steuereinheit ein einwandfreies Funktionieren der Hinter¬ radlenkung überwachen und die exakte Steuerung oder Rege¬ lung der Hinterradlenkung zur Erzielung eines bestimmten virtuellen Radstandes übernehmen.A steering control unit is preferably provided which controls or regulates the steering of the rear wheels as a function of the steering of the front wheels. The control unit can monitor the correct functioning of the rear wheel steering and can take over the exact control or regulation of the rear wheel steering in order to achieve a specific virtual wheel base.
In einer Variante ist vorgesehen, daß der Omnibus als Hin¬ terachse eine Doppelachse, gebildet aus einer angetriebe¬ nen gelenkten Achse und einer gelenkten Nach- oder Vor¬ laufachse, aufweist. Die zusätzliche Nach- oder Vorlauf- achse kann zwangsgelenkt sein. Sie ist wiederum möglichst weit hinten am Fahrzeugende des Omnibusses angeordnet. So ergeben sich im wesentlichen die gleichen Vorteile wie bei einem insgesamt nur zweiachsigen Omnibus mit extrem end- seitig angeordneter Hinterachse. Eine solche zusätzliche Achse kann erforderlich sein, um je nach Gesamtgewicht des Omnibusses zulässige Achslasten nicht zu überschreiten.In a variant it is provided that the bus has a double axle as the rear axle, formed from a driven steered axle and a steered trailing or leading axle. The additional trailing or leading axle can be positively steered. In turn, it is located as far back as possible at the end of the bus. This results in essentially the same advantages as with a two-axle bus with a rear axle that is arranged on the extreme end. Such an additional axle may be necessary in order not to exceed the permissible axle loads depending on the total weight of the bus.
Nachfolgend wird die Erfindung anhand der Zeichnung eines Ausführungsbeispiels näher erläutert. Es zeigen: Figur 1: eine Seitenansicht eines erfindungsgemäßen Omnibusses;The invention is explained in more detail below with reference to the drawing of an exemplary embodiment. Show it: FIG. 1: a side view of an omnibus according to the invention;
Figur 2: eine Draufsicht auf den Omnibus ohne Dach und mit eingeschlagenen Vorder- und Hinterrädern;Figure 2 is a plan view of the omnibus without a roof and with the front and rear wheels turned;
Figur 3: eine andere Seitenansicht des Omnibusses, bei der gestrichelt eine abgekuppelte Triebein¬ heit dargestellt ist;FIG. 3: another side view of the bus, in which a decoupled drive unit is shown in broken lines;
Figur 4: eine Prinzipskizze der Verbindungen zwischen der Triebeinheit und einem Wagenkasten des Omnibusses; undFigure 4: a schematic diagram of the connections between the drive unit and a car body of the bus; and
Figur 5: eine Skizze wichtiger Komponenten und ihrer Verbindungen.Figure 5: a sketch of important components and their connections.
Die Figuren 1, 2 und 3 zeigen einen Omnibus 10 in Nieder¬ flurbauweise mit Vorderrädern 12 und Hinterrädern 14. So¬ wohl die Vorderräder 12 als auch die Hinterräder 14 sind gelenkt.Figures 1, 2 and 3 show a low-floor bus 10 with front wheels 12 and rear wheels 14. Both the front wheels 12 and the rear wheels 14 are steered.
Figur 1 ist zu entnehmen, daß der Omnibus 10 einen Wagen¬ kasten 16 mit einem Fahrgastinnenraum 18 aufweist. Ein Bo¬ den 20 des Fahrgastinnenraumes 18 ist niedriger als Rad¬ naben 22 und 24 der Vorderräder 12 und der Hinterräder 14 angeordnet.FIG. 1 shows that the bus 10 has a car body 16 with a passenger compartment 18. A floor 20 of the passenger compartment 18 is arranged lower than wheel hubs 22 and 24 of the front wheels 12 and the rear wheels 14.
Figur 1 ist weiter zu entnehmen, daß die Hinterräder 14 sehr nahe an einem hinteren Ende 26 des Omnibusses 10 an¬ geordnet sind. Aufgrund dieser weit hinten liegenden An- Ordnung der Hinterräder 14 sind zugehörige Radkästen 28 außerhalb des Fahrgastinnenraumes 18 angeordnet. Somit er¬ gibt sich ein völlig ebener und niedriger Boden 20 bis zum hinteren Ende des Fahrgastinnenraumes 18.FIG. 1 also shows that the rear wheels 14 are arranged very close to a rear end 26 of the bus 10. Because of this Order of the rear wheels 14, associated wheel arches 28 are arranged outside the passenger compartment 18. This results in a completely flat and low floor 20 up to the rear end of the passenger compartment 18.
Im vorliegenden Fall ist der Omnibus 10 für den Nahverkehr vorgesehen. Dementsprechend weist er besonders große seit¬ liche vordere Türen 32 und seitliche hintere Türen 34 auf. In Verbindung mit dem niedriegen Boden 20 ergibt sich ein bequemes Ein- und Aussteigen für Fahrgäste. Weiter sind eine Vielzahl von Sitzen 30 für Fahrgäste im Fahrzeugin¬ nenraum 18 angeordnet.In the present case, the omnibus 10 is intended for local traffic. Accordingly, it has particularly large side front doors 32 and side rear doors 34. In conjunction with the low floor 20, passengers can get in and out comfortably. Furthermore, a large number of seats 30 for passengers are arranged in the vehicle interior 18.
Figur 2 zeigt die Türen 32 und 34 in geöffnetem Zustand. Es ist erkennbar, daß im Fahrgastinnenraum 18 im Bereich der hinteren seitlichen Türen 34 bis zur gegenüberliegen¬ den Längsseite des Fahrgastinnenraums 18 eine freie Fläche 36 ohne Sitze 30 gebildet ist. Diese Fläche 36 stellt Stehplätze für Fahrgäste dar.Figure 2 shows the doors 32 and 34 in the open state. It can be seen that a free surface 36 without seats 30 is formed in the passenger compartment 18 in the area of the rear side doors 34 up to the opposite longitudinal side of the passenger compartment 18. This area 36 represents standing room for passengers.
Am hinteren Ende des Fahrgastraums 18 sind fünf Sitze 30 in einer Querreihe angeordnet. Ansonsten sind die Sitze 30 jeweils in Doppelreihen zu beiden Seiten des Fahrgastin- nenraumes 18 im Omnibus 10 verteilt, wobei aufgrund von sich im vorderen Teil des Fahrgastinnenraumes 18 befinden¬ den Radkästen 38 der Vorderräder 12 einige Sitze 30a auch entgegen einer Fahrtrichtung des Omnibusses 10 angeordnet sind. Da die Radkästen 28 der Hinterräder 4 außerhalb des Fahrgastinnenraumes 18 angeordnet sind, ist es im hinteren Fahrgastinnenraum 18 nicht erforderlich, Sitze 30 entgegen der Fahrtrichtung anzuordnen. Figur 2 zeigt den Omnibus 10 mit eingeschlagenen Vorderrä¬ dern 12 und eingeschlagenen Hinterrädern 14, wobei die Hinterräder 14 entgegengesetzt zu den Vorderrädern 12 len¬ ken, also eine gegensinnige Lenkbewegung zeigen. Dieses Gegenlenken der Hinterräder 14 erfolgt in Abhängigkeit von einer Lenkbewegung der Vorderräder 12. Wie eine Kopplung der Lenkbewegungen realisiert ist, wird später anhand von Figur 5 beschrieben.At the rear end of the passenger compartment 18, five seats 30 are arranged in a transverse row. Otherwise, the seats 30 are each distributed in double rows on both sides of the passenger compartment 18 in the bus 10, and due to the wheel arches 38 of the front wheels 12 located in the front part of the passenger compartment 18, some seats 30a are also arranged counter to a direction of travel of the bus 10 are. Since the wheel arches 28 of the rear wheels 4 are arranged outside the passenger interior 18, it is not necessary in the rear passenger interior 18 to arrange seats 30 in the opposite direction to the direction of travel. FIG. 2 shows the bus 10 with the front wheels 12 turned in and the rear wheels 14 turned in, the rear wheels 14 steering opposite the front wheels 12, that is to say showing an opposite steering movement. This counter-steering of the rear wheels 14 takes place as a function of a steering movement of the front wheels 12. How the steering movements are coupled will be described later with reference to FIG. 5.
Aufgrund der gegensinnigen Kopplung der Lenkbewegungen der Vorderräder 12 und der Hinterräder 14 ist es möglich, den in Figur 3 dargestellten tatsächlichen Radstand R^, der durch den Abstand der Radnaben 22 und 24 der Vorder- und Hinterräder 12, 14 festgelegt ist, beim Kurvenfahren auf einen virtuellen Radstand Rv zu verringern. Dieser in Fi¬ gur 3 beispielhaft dargestellte virtuelle Radstand v ent¬ spricht dem Fahrverhalten des Omnibusses 10 mit in der ge¬ strichelt dargestellten Position angeordneten, ungelenkten Hinterrädern bei Kurvenfahrten und wird durch das gekop¬ pelte Gegenlenken der endseitigen Hinterräder 14 festge¬ legt. So ergibt sich eine hervorragende Wendigkeit des Om¬ nibusses 10 beim Kurvenfahren, wobei aber die Vorteile des längeren, tatsächlichen Radstandes Rt, wie ein besonders gutes Ausgleichen von Fahrbahnunebenheiten, erhalten blei¬ ben.Due to the opposite coupling of the steering movements of the front wheels 12 and the rear wheels 14, it is possible to take the actual wheelbase R 1 shown in FIG. 3, which is determined by the distance between the wheel hubs 22 and 24 of the front and rear wheels 12, 14, when cornering reduce a virtual wheelbase R v . This virtual wheelbase v , which is shown by way of example in FIG. 3, corresponds to the driving behavior of the bus 10 with unguided rear wheels arranged in the broken line position when cornering and is determined by the coupled counter-steering of the rear wheels 14 at the ends. This results in excellent maneuverability of the bus 10 when cornering, but the advantages of the longer, actual wheelbase R t , such as particularly good compensation for uneven road surfaces, are retained.
Nachfolgend wird anhand der Figur 5 die Kopplung der Lenk¬ bewegungen der Vorderräder 12 und der Hinterräder 14 er¬ läutert. Figur 5 zeigt die wichtigsten Komponenten zum An¬ treiben, Bremsen und Lenken in einer schematischen Dar¬ stellung und ihre Verbindungen untereinander. Die Vorderräder 12 sind am Omnibus 10 über nicht darge¬ stellte Radaufhängungen lenkbar angeordnet, die eine Vor¬ derachse 13 des Omnibusses 10 bilden. Entsprechend sind die Hinterräder 14 am Omnibus 10 über nicht dargestellte Radaufhängungen lenkbar angeordnet, die eine Hinterachse 15 des Omnibusses bilden. Beide Achsen 13, 15 sind in Fi¬ gur 5 nur angedeutet.The coupling of the steering movements of the front wheels 12 and the rear wheels 14 is explained below with reference to FIG. FIG. 5 shows the most important components for driving, braking and steering in a schematic representation and their connections to one another. The front wheels 12 are arranged to be steerable on the bus 10 via wheel suspensions, not shown, which form a front axle 13 of the bus 10. Correspondingly, the rear wheels 14 on the bus 10 are arranged such that they can be steered via wheel suspensions (not shown) which form a rear axle 15 of the bus. Both axes 13, 15 are only indicated in FIG. 5.
Den Vorderrädern 12 ist eine Lenkanlage 42 und den Hinter¬ rädern 14 eine Lenkanlage 44 zugeordnet. Die Lenkanlage 42 kann ein Einschlagen der Vorderräder 12 und die Lenkanlage 44 ein Einschlagen der Hinterräder 14 bewirken. Jede Lenk¬ anlage 42, 44 umfaßt hierzu erforderliche Lenkelemente, wie Gestänge oder dergleichen, die in Figur 5 nur ange¬ deutet sind.A steering system 42 is assigned to the front wheels 12 and a steering system 44 to the rear wheels 14. The steering system 42 can cause the front wheels 12 to turn and the steering system 44 can cause the rear wheels 14 to turn. Each steering system 42, 44 includes steering elements required for this, such as linkages or the like, which are only indicated in FIG.
Im Bereich eines Fahrstandes 46 des Omnibusses 10, wie er auch in Figur 2 angedeutet ist, ist zur Steuerung der Len¬ kung des Omnibusses 10 durch einen nicht dargestellten Busfahrer ein Lenkrad 48 vorgesehen. Dieses Lenkrad 48 wirkt auf eine Lenksteuereinheit 50, die in Abhängigkeit von der Stellung des Lenkrades 48 die Lenkanlage 42 und die Lenkanlage 44 über Steuerleitungen 52 und 54 steuert. Die Steuerung kann hierbei elektrisch oder pneumatisch er¬ folgen, wobei die Steuerleitungen 52 und 54 auch jeweils aus mehreren Leitungen und/oder Leitern bestehen können.In the area of a control station 46 of the bus 10, as is also indicated in FIG. 2, a steering wheel 48 is provided for controlling the steering of the bus 10 by a bus driver (not shown). This steering wheel 48 acts on a steering control unit 50 which, depending on the position of the steering wheel 48, controls the steering system 42 and the steering system 44 via control lines 52 and 54. The control can follow electrically or pneumatically, the control lines 52 and 54 also each consisting of several lines and / or conductors.
Die Lenksteuereinheit 50 korreliert eine Lenkbewegung der Vorderräder 12 mit einer Lenkbewegung der Hinterräder 14 durch ein entsprechendes Ansteuern der Lenkanlage 42 und der Lenkanlage 44. Die Kopplung der Lenkbewegungen erfolgt insbesondere so, daß ein bestimmter vorgegebener virtuel- ler Radstand R^ bei Kurvenfahrten des Omnibusses 10 erhal¬ ten wird. Dieser virtuelle Radstand läßt sich bei Bedarf von einem Busfahrer mittels eines Eingabeelementes 58, das zur Lenksteuereinheit 50 eine Steuerverbindung 60 auf¬ weist, verändern. Je nach vorgewähltem virtuellen Radstand steuert die Lenkeinrichtung 50 die Kopplung der Lenkbe¬ wegungen.The steering control unit 50 correlates a steering movement of the front wheels 12 with a steering movement of the rear wheels 14 by appropriately actuating the steering system 42 and the steering system 44. The steering movements are coupled in particular so that a certain predetermined virtual The wheelbase R ^ is obtained when the bus 10 is cornering. This virtual wheelbase can be changed if necessary by a bus driver using an input element 58 which has a control connection 60 to the steering control unit 50. Depending on the preselected virtual wheel base, the steering device 50 controls the coupling of the steering movements.
Bei dem Omnibus 10 sind die Hinterräder 14 angetrieben. Hierzu weist der Omnibus 10 einen Antrieb 65 auf, der eine Vielzahl von Komponenten umfaßt. Insbesondere sind unter dem Begriff "Antrieb 65" alle Komponenten zu verstehen, die mechanisch auf die Hinterräder 14 wirken, aber auch alle Komponenten, die beispielsweise einer Bereitstellung von Antriebsenergie dienen, also indirekt zum Antreiben der Hinterräder 14 erforderlich sind.In the bus 10, the rear wheels 14 are driven. For this purpose, the bus 10 has a drive 65 which comprises a large number of components. In particular, the term “drive 65” is to be understood to mean all components which act mechanically on the rear wheels 14, but also all components which serve, for example, to provide drive energy, that is to say indirectly required for driving the rear wheels 14.
Die Hinterräder 14 sind an einer Triebeinheit 62 angeord¬ net, die die Hinterachse 15, die Lenkanlage 44, den An¬ trieb 65 und eine den Hinterrädern 14 zugeorndete Bremsan¬ lage 64 umfaßt. Der Antrieb 65 weist Radnabenmotoren 66 auf, die jeweils über ein Getriebe 68 mit einem Hinterrad 14 verbunden sind. Die Radnabenmotoren 66 sind Elektromo¬ toren, die die Hinterräder 14 schlupffrei antreiben. Je¬ weils ein Radnabenmotor 66 und ein Getriebe 68 sind zusam¬ men mit dem zugeordneten Hinterrad 14 mittels der Lenkan¬ lage 44 schwenkbar zum Lenken angeordnet.The rear wheels 14 are arranged on a drive unit 62 which comprises the rear axle 15, the steering system 44, the drive 65 and a brake system 64 assigned to the rear wheels 14. The drive 65 has wheel hub motors 66, which are each connected to a rear wheel 14 via a gear 68. The wheel hub motors 66 are electric motors which drive the rear wheels 14 without slipping. In each case a wheel hub motor 66 and a gear 68 are arranged together with the associated rear wheel 14 by means of the steering system 44 so as to be pivotable for steering.
Weiterhin umfaßt der Antrieb 65 eine Brennkraftmaschine 70 in Form eines Dieselmotors, der einen Generator 72 an¬ treibt. Vom Generator 72 erzeugter Strom wird mittels Lei¬ tungen 74 über eine Steuereinheit 76 und Leitungen 78 den Radnabenmotoren 66 zugeführt. Die Steuereinheit 76 ist darüberhinaus über Leitungen 80 mit einem Akkumulator 82 verbunden. Alle diese Komponenten sind Bestandteile des Antriebs 65.Furthermore, the drive 65 comprises an internal combustion engine 70 in the form of a diesel engine which drives a generator 72. Current generated by the generator 72 is converted by means of lines 74 via a control unit 76 and lines 78 Wheel hub motors 66 supplied. The control unit 76 is also connected to an accumulator 82 via lines 80. All of these components are components of the drive 65.
Mittels Steuerleitungen 84 und 86 erhält die Steuereinheit 76 Signale von einem Gaspedal 88 und einem Bremspedal 90 im Fahrstand 46 des Omnibusses 10. In Abhängigkeit von diesen Signalen steuert die Steuereinheit 76 die Radnaben¬ motoren 66, eine Energiespeicherung und Energieentnahme aus dem Akkumulator 82. Zudem steuert die Steuereinheit 76 den Dieselmotor über eine Steuerleitung 91.By means of control lines 84 and 86, the control unit 76 receives signals from an accelerator pedal 88 and a brake pedal 90 in the control station 46 of the bus 10. Depending on these signals, the control unit 76 controls the wheel hub motors 66, energy storage and energy extraction from the accumulator 82. In addition The control unit 76 controls the diesel engine via a control line 91.
Entsprechend einer Stellung des Gaspedals 88 steuert die Steuereinheit 76 die den Radnabenmotoren 66 zugeführte Energie und damit die Fahrgeschwindigkeit des Omnibusses 10. Je nach Bedarf kann die Steuereinheit 76 den Diesel¬ motor und damit die Leistung des Generators 72 steuern und eventuell überschüssige Energie im Akkumulator 82 spei¬ chern. Beim Bremsen des Omnibusses 10 wird das Bremspedal 90 betätigt, und über die Signalleitung 86 erkennt die Steuereinheit 76 den Bremsvorgang. Dann werden die Radna¬ benmotoren 66 als Generatoren geschaltet und die zurückge¬ wonnene elektrische Energie im Akkumulator 82 gespeichert. Hierbei wirken die Radnabenmotoren 66 über die Getriebe 68 auf die Hinterräder 14 als Bremse.Corresponding to a position of the accelerator pedal 88, the control unit 76 controls the energy supplied to the wheel hub motors 66 and thus the driving speed of the bus 10. Depending on the requirements, the control unit 76 can control the diesel engine and thus the output of the generator 72 and any excess energy in the accumulator 82 store. When the bus 10 is braked, the brake pedal 90 is actuated and the control unit 76 recognizes the braking process via the signal line 86. Then the wheel hub motors 66 are switched as generators and the recovered electrical energy is stored in the accumulator 82. Here, the wheel hub motors 66 act on the rear wheels 14 via the gear 68 as a brake.
Je nach Fahrsituation und in Abhängigkeit von Ladezustand des Akkumulators 82 kann die Steuereinheit 76 den Diesel¬ motor abschalten und die Radnabenmotoren 66 mit Energie aus den Akkumulatoren 82 versorgen. Ein solches Abschalten des Dieselmotors bietet sich insbesondere für eine Durch- fahrt durch Stadtgebiete an, um eine Abgas- und Lärmbe¬ lästigung zu vermeiden beziehungsweise zu minimieren.Depending on the driving situation and depending on the state of charge of the accumulator 82, the control unit 76 can switch off the diesel engine and supply the wheel hub motors 66 with energy from the accumulators 82. Such a shutdown of the diesel engine is particularly useful for drives through urban areas in order to avoid or minimize exhaust and noise pollution.
Weiterhin weist der Omnibus 10 eine dem Bremspedal 90 zu¬ geordnete Bremssteuereinheit 92 auf, die über Steuerlei¬ tungen 94 die Bremsanlage 64 für die Hinterräder 14 und über Steuerleitungen 96 eine Bremsanlage 98 für die Vor¬ derräder 12 ansteuert. Die Bremssteuereinheit 92 kann hierbei elektrisch, pneumatisch oder hydraulisch auf die Bremsanlagen 64 und 98 einwirken. Die Bremsanlagen 64 und 98 sind in Figur 5 nur schematisch angedeutet. Sie um- fassen alle für eine Bremskraftsteuerung erforderlichen Komponenten und können beispielsweise Trommelbremsen oder Scheibenbremsen aufweisen.Furthermore, the bus 10 has a brake control unit 92 assigned to the brake pedal 90, which controls the brake system 64 for the rear wheels 14 via control lines 94 and a brake system 98 for the front wheels 12 via control lines 96. The brake control unit 92 can act electrically, pneumatically or hydraulically on the brake systems 64 and 98. The brake systems 64 and 98 are only indicated schematically in FIG. 5. They include all the components required for braking force control and can have, for example, drum brakes or disc brakes.
Somit umfaßt die Triebeinheit 62 alle zum Antreiben, Len¬ ken und Bremsen der Hinterräder 14 erforderlichen Kompo¬ nenten einschließlich erforderlicher Steuerelemente. Die Triebeinheit 62 bildet eine kompakte Einheit und weist, wie den Figuren 1, 3 und 4 zu entnehmen ist, ein Gehäuse 100 auf. Sie bildet zudem einen hinteren Teil des Wagen¬ kastens 16.Thus, the drive unit 62 comprises all the components required for driving, steering and braking the rear wheels 14, including the necessary control elements. The drive unit 62 forms a compact unit and, as can be seen in FIGS. 1, 3 and 4, has a housing 100. It also forms a rear part of the car body 16.
Figur 4 zeigt schematisch, wie die Triebeinheit 62 über Bauelemente 102 mit dem Wagenkasten 16 des Omnibusses 10 verbunden ist. Aus Illustrationsgründen ist hierbei ein offener und vergrößerter Spalt 104 zwischen dem Wagenka¬ sten und dem Gehäuse 100 der Triebeinheit 62 dargestellt. Tatsächlich ist der Spalt 104 außenseitig glatt abgedeckt. Hierzu weisen der Wagenkasten 16 und/oder das Gehäuse 100 nicht dargestellte Flansche auf, die eine glatte Außenhaut des Omnibusses 10 über den Spalt 104 hinweg bilden. Der Spalt 104 zwischen dem Wagenkasten 16 und der Triebeinheit 62 führt zu einer hervorragenden Schallisolierung zwischen den beiden Teilen.FIG. 4 shows schematically how the drive unit 62 is connected to the body 16 of the bus 10 via components 102. For reasons of illustration, an open and enlarged gap 104 is shown between the carriage box and the housing 100 of the drive unit 62. In fact, the gap 104 is smoothly covered on the outside. For this purpose, the car body 16 and / or the housing 100 have flanges, not shown, which form a smooth outer skin of the bus 10 over the gap 104. The Gap 104 between the car body 16 and the drive unit 62 leads to excellent sound insulation between the two parts.
In Figur 4 sind lediglich zwei Bauelemente 102 darge¬ stellt, es sind aber zumindest 4 oder 6 solcher Bauele¬ mente 102 zur sicheren Verbindung der Triebeinheit 62 mit dem Wagenkasten 16 vorgesehen. Vorzugsweise sind die Bau¬ elemente 102 schwingungsdämpfend ausgeführt, um eine Ein¬ leitung von Körperschall und sonstiger Schwingungen in den Wagenkasten 16 von der Triebeinheit 62 weitgehend zu un¬ terbinden. So ergibt sich ein wesentlich verbesserter Fahrkomfort für Fahrgäste.In FIG. 4, only two components 102 are shown, but at least 4 or 6 such components 102 are provided for securely connecting the drive unit 62 to the car body 16. The components 102 are preferably designed to dampen vibrations in order to largely prevent the introduction of structure-borne noise and other vibrations into the car body 16 by the drive unit 62. This results in a significantly improved driving comfort for passengers.
Insbesondere sind die Bauelemente 102 als Kupplungsele¬ mente ausgebildet, und die Steuerleitungen 54, 84, 86 und 94 weisen, wie in Figur 4 angedeutet, Steckverbindungen auf, die auftrennbar sind. Diese Steckverbindungen sind im Bereich des Überganges zwischen dem Wagenkasten 16 und der Triebeinheit 62 angedeutet. So sind die Steuerleitungen 54, 84, 86, 96 sowie weitere, nicht dargestellte Steuer¬ verbindungen zwischen der Triebeinheit 62 und dem Wagen¬ kasten 100, die für Überwachungsfuktionen, Heizung, Strom¬ versorgung, etc. vorgesehen sind, leicht auftrennbar und wieder verbindbar.In particular, the components 102 are designed as coupling elements, and the control lines 54, 84, 86 and 94 have, as indicated in FIG. 4, plug-in connections which can be separated. These plug connections are indicated in the area of the transition between the car body 16 and the drive unit 62. Thus, the control lines 54, 84, 86, 96 and further control connections (not shown) between the drive unit 62 and the car body 100, which are provided for monitoring functions, heating, power supply, etc., can be easily separated and reconnected .
Dementsprechend ist die Triebeinheit 62, wie in Figur 3 gestrichelt dargestellt, vom Wagenkasten 16 entkuppelbar und gemäß Pfeil 106 abrückbar. Hierfür sind lediglich alle Steuerverbindungen zwischen dem Wagenkasten 16 und der Triebeinheit 62 aufzutrennen, was sehr einfach und schnell mittels den vorgesehenen Steckverbindungen erfolgen kann. Anschließend oder gleichzeitig erfolgt ein Öffnen der als Kupplungselemente ausgebildeten Bauelemente 102, und die Triebeinheit 62 ist vom Wagenkasten 16 gelöst. Bei dem in Figur 3 gestrichelt dargestellten Abrücken der Triebein¬ heit 62 sind selbstverständlich der Wagenkasten 16 und die Triebeinheit 62 geeignet abzustützen, was nicht darge¬ stellt ist.Accordingly, the drive unit 62, as shown in dashed lines in Figure 3, can be uncoupled from the car body 16 and disengaged according to arrow 106. For this purpose, only all control connections between the car body 16 and the drive unit 62 have to be cut, which can be done very easily and quickly using the plug connections provided. Subsequently or simultaneously, the components 102 designed as coupling elements are opened and the drive unit 62 is detached from the car body 16. When the drive unit 62 is shown in broken lines in FIG. 3, the body 16 and the drive unit 62 are of course suitably supported, which is not shown.
Die Antriebseinheit 62 ist dadurch besonders kompakt, daß der Dieselmotor mit dem Generator 72 am hinteren Ende 26 des Omnibusses 10 oberhalb der Hinterräder 14 quer zur Fahrtrichtung, wie in Figur 4 angedeutet, angeordnet ist. In Kombination mit den platzsparenden Radnabenmotoren 66 und dem Umstand, daß eine mechanische Kraftübertragung vom obenliegenden Dieselmotor zu den Hinterrädern 14 nicht er¬ forderlich ist, ergibt sich ein quasi senkrechtes Chassis¬ teil, dessen Länge im wesentlichen durch die Größe der Hinterräder 14 und deren erforderliche Bewegungsfreiheit zum Lenken bestimmt wird.The drive unit 62 is particularly compact in that the diesel engine with the generator 72 is arranged at the rear end 26 of the bus 10 above the rear wheels 14 transversely to the direction of travel, as indicated in FIG. In combination with the space-saving wheel hub motors 66 and the fact that a mechanical power transmission from the overhead diesel engine to the rear wheels 14 is not necessary, a quasi-vertical chassis part results, the length of which essentially depends on the size of the rear wheels 14 and their required Freedom of movement for steering is determined.
Die Triebeinheit 62 weist sogar oberhalb der Radkästen 28 eine geringere Baulänge, als im Bereich der Radkästen 28 auf. Dementsprechend bildet die Triebeinheit 62 einen sich über die gesamte Breite des Omnibusses 10 erstreckenden Absatz 108, wie Figur 4 zu entnehmen ist. Der Wagenkasten 16 ist komplementär dazu ausgebildet. Insbesondere er¬ streckt sich der Fahrgastinnenraum 18 bis über den Absatz 108 bei angekuppelter Triebeinheit 62 hinaus, um einen möglichst großen Fahrgastinnenraum 18 zu realisieren. The drive unit 62 even has a shorter overall length above the wheel arches 28 than in the area of the wheel arches 28. Accordingly, the drive unit 62 forms a shoulder 108 which extends over the entire width of the bus 10, as can be seen in FIG. The car body 16 is complementary. In particular, the passenger compartment 18 extends beyond the shoulder 108 with the drive unit 62 coupled, in order to realize the largest possible passenger compartment 18.

Claims

P A T E N T A N S P R Ü C H E PATENT CLAIMS
1. Omnibus, insbesondere in Niederflurbauweise, mit ge¬ lenkten Vorder- (12) sowie gelenkten und angetriebe¬ nen Hinterrädern (14), wobei die Hinterräder (14) im Bereich eines hinteren Endes (26) des Omnibusses (10) so angeordnet sind, daß den Hinterrädern (14) zugeordnete Radkästen (24) im wesentlichen am hinte¬ ren Ende (26) und/oder außerhalb eines Fahrgastin¬ nenraumes (18) des Omnibusses (10) angeordnet sind, dadurch gekennzeichnet, daß der Antrieb (65) der Hinterrräder (14) einen Elektroantrieb umfaßt, wobei die Hinterräder (14) durch Radnabenmotoren (66) schlupffrei angetrieben und die Radnabenmotoren (66) als Elektromotoren aus¬ gebildet sind.1. Omnibus, in particular in a low-floor construction, with steered front (12) and steered and driven rear wheels (14), the rear wheels (14) being arranged in the region of a rear end (26) of the bus (10) that the wheel housings (24) assigned to the rear wheels (14) are arranged essentially at the rear end (26) and / or outside a passenger compartment (18) of the bus (10), characterized in that the drive (65) the rear wheels (14) comprise an electric drive, the rear wheels (14) being driven without slip by wheel hub motors (66) and the wheel hub motors (66) being designed as electric motors.
2. Omnibus nach Anspruch 1, dadurch gekennzeichnet, daß die Elektromotoren jeweils über ein Getriebe (68) mit einem Hinterrad (14) verbunden sind.2. Omnibus according to claim 1, characterized in that the electric motors are each connected via a gear (68) to a rear wheel (14).
3. Omnibus nach Anspruch 1 oder 2, dadurch gekennzeich¬ net, daß der Antrieb (65) der Hinterräder (14) einen durch eine Brennkraftmaschine (70) angetriebenen Ge¬ nerator (72) zur Stromversorgung umfaßt. 3. Omnibus according to claim 1 or 2, characterized gekennzeich¬ net that the drive (65) of the rear wheels (14) comprises a by an internal combustion engine (70) driven generator (72) for power supply.
4. Omnibus nach Anspruch 3, dadurch gekennzeichnet, daß die Brennkraf maschine (70) ein Diesel- oder ein Benzinmotor ist. 4. Omnibus according to claim 3, characterized in that the internal combustion engine (70) is a diesel or a gasoline engine.
Omnibus nach einem der vorangehenden Ansprüche, da¬ durch gekennzeichnet, daß der Antrieb (65) der Hin¬ terräder (14) einen Energiespeicher, insbesondere einen Akkumulator (82), umfaßt.Omnibus according to one of the preceding claims, characterized in that the drive (65) of the rear wheels (14) comprises an energy store, in particular an accumulator (82).
Omnibus nach einem der vorangehenden Ansprüche, da¬ durch gekennzeichnet, daß eine Steuereinheit (76) zum Steuern oder Regeln des Elektroantriebes und dessen Energieversorgung und einer gegebenenfalls vorgesehenen Energierückspeisung vorgesehen ist.Omnibus according to one of the preceding claims, characterized in that a control unit (76) is provided for controlling or regulating the electric drive and its energy supply and any energy recovery that may be provided.
Omnibus nach einem der vorangehenden Ansprüche, da¬ durch gekennzeichnet, daß alle zum Antreiben, Lenken und Bremsen der Hinterräder (14) erforderlichen Kom¬ ponenten einschließlich einer Hinterachse (15) eine Triebeinheit (62) bilden.Omnibus according to one of the preceding claims, characterized in that all components required for driving, steering and braking the rear wheels (14), including a rear axle (15), form a drive unit (62).
8. Omnibus nach Anspruch 7, dadurch gekennzeichnet, daß die Triebeinheit (62) ein gemeinsames Gehäuse (100) aufweist.8. Omnibus according to claim 7, characterized in that the drive unit (62) has a common housing (100).
9. Omnibus nach Anspruch 8, dadurch gekennzeichnet, daß das Gehäuse ( 100) weitgehend zumindest gegenüber einem Wagenkasten (16) des Omnibusses (10) schall¬ isoliert ist.9. Omnibus according to claim 8, characterized in that the housing (100) largely at least opposite a car body (16) of the bus (10) is soundproof.
10. Omnibus nach einem der Ansprüche 7 bis 9, dadurch gekennzeichnet, daß der Wagenkasten (16) des Omni¬ busses (10) im wesentlichen aus Faserverbundwerk¬ stoff hergestellt ist.10. Omnibus according to one of claims 7 to 9, characterized in that the car body (16) of the Omni¬ bus (10) is made essentially of fiber composite material.
11. Omnibus nach einem der Ansprüche 7 bis 10, dadurch gekennzeichnet, daß die Triebeinheit (62) mit dem Wagenkasten (16) des Omnibusses (10) über Bauelemen¬ te (102), die insbesondere schall- und/oder schwin- gungsdämpfend sind, verbunden ist.11. Omnibus according to one of claims 7 to 10, characterized in that the drive unit (62) with the car body (16) of the bus (10) via Bauelemen¬ te (102), which are particularly sound and / or vibration damping , connected is.
12. Omnibus nach einem der Ansprüche 7 bis 11, dadurch gekennzeichnet, daß die Triebeinheit (62) zur Steue¬ rung gestängelose Steuerverbindungen, wie elektri¬ sche, pneumatische oder hydraulische Steuerleitungen (54, 84, 86, 94), zum Wagenkasten (16) aufweist.12. Omnibus according to one of claims 7 to 11, characterized in that the drive unit (62) for the control rodless control connections, such as electrical, pneumatic or hydraulic control lines (54, 84, 86, 94), to the car body (16 ) having.
13. Omnibus nach einem der Ansprüche 7 bis 12, dadurch gekennzeichnet, daß die Triebeinheit (62) an den Wa¬ genkasten (16) an- und abkuppelbar ist.13. Omnibus according to one of claims 7 to 12, characterized in that the drive unit (62) on the Wa¬ genkasten (16) can be coupled and uncoupled.
14. Omnibus nach den Ansprüchen 11 bis 13, dadurch ge¬ kennzeichnet, daß die Bauelemente (102) als Kupp¬ lungselemente ausgebildet sind und daß die Steuer¬ verbindungen Schnellkupplungen, wie Steckverbin- düngen, im Bereich eines Überganges zwischen dem Wa¬ genkasten (16) und der Triebeinheit (62) aufweisen.14. Omnibus according to claims 11 to 13, characterized in that the components (102) are designed as coupling elements and that the control connections are quick-action couplings, such as plug-in connections. fertilize, in the area of a transition between the car body (16) and the drive unit (62).
15. Omnibus nach einem der Ansprüche 7 bis 14, dadurch gekennzeichnet, daß die Triebeinheit (62) an ver¬ schiedene Wagenkästen (16) anbaubar ist.15. Omnibus according to one of claims 7 to 14, characterized in that the drive unit (62) can be attached to various car bodies (16).
16. Omnibus nach einem der Ansprüche 7 bis 15, dadurch gekennzeichnet, daß die Triebeinheit (62) einen hin¬ teren Teil des Wagenkastens (16) des Omnibusses (10) bildet.16. Bus according to one of claims 7 to 15, characterized in that the drive unit (62) forms a rear part of the carriage body (16) of the bus (10).
17. Omnibus nach einem der vorangehenden Ansprüche, dadurch gekennzeichnet, daß eine Lenkbewegung der Hinterräder (14) mit einer Lenkbewegung der Vorderräder (12) gekoppelt ist.17. Omnibus according to one of the preceding claims, characterized in that a steering movement of the rear wheels (14) is coupled with a steering movement of the front wheels (12).
18. Omnibus nach Anspruch 17, dadurch gekennzeichnet, daß die Lenkbewegung der Hinterräder ( 14) mit der Lenkbewegung der Vorderräder (12) so gekoppelt ist, daß ein vorgebbarer, virtueller Radstand R , der insbesondere kürzer als der tatsächliche Rt ist, erzeugt wird.18. Bus according to claim 17, characterized in that the steering movement of the rear wheels (14) is coupled to the steering movement of the front wheels (12) so that a predeterminable, virtual wheelbase R, which is in particular shorter than the actual R t, is generated .
19. Omnibus nach Anspruch 18, dadurch gekennzeichnet, daß der virtuelle Radstand Ry verstellbar ist. 19. Omnibus according to claim 18, characterized in that the virtual wheel base R y is adjustable.
20. Omnibus nach Anspruch 19, dadurch gekennzeichnet, daß ein Eingabeelement (58) in einem Fahrstand (46) des Omnibusses (10) zur Verstellung deö virtuellen Radstandes R^ vorgesehen ist.20. Omnibus according to claim 19, characterized in that an input element (58) is provided in a driving position (46) of the bus (10) for adjusting the virtual wheelbase R ^.
21. Omnibus nach einem der Ansprüche 18 bis 20, dadurch gekennzeichnet, daß der virtuelle Radstand R^ in Ab¬ hängigkeit von einer Fahrgeschwindigkeit des Omni¬ busses (10) gesteuert oder geregelt ist, wobei sich der virtuelle Radstand Rv insbesondere ausgehend von einem kürzeren Radstand mit zunehmender Fahrge¬ schwindigkeit zu einem längeren Radstand hin verän¬ dert.21. Omnibus according to one of claims 18 to 20, characterized in that the virtual wheelbase R ^ is controlled as a function of a driving speed of the bus (10) or regulated, the virtual wheelbase R v in particular starting from one Shorter wheelbase changed with increasing speed to a longer wheelbase.
22. Omnibus nach Anspruch 21, dadurch gekennzeichnet, daß der kürzere Radstand verstellbar und der längere Radstand fest vorgebbar ist.22. Omnibus according to claim 21, characterized in that the shorter wheelbase is adjustable and the longer wheelbase can be predetermined.
23. Omnibus nach einem der Ansprüche 17 bis 22, dadurch gekennzeichnet, daß zum Rangieren des Omnibusses (10) unterhalb einer bestimmten Fahrgeschwindigkeit die Kopplung der Lenkbewegungen der Vorder- (12) und Hinterräder (14) übersteuerbar und die Lenkung der Hinterräder (14) frei steuerbar ist.23. Omnibus according to one of claims 17 to 22, characterized in that for maneuvering the bus (10) below a certain driving speed, the coupling of the steering movements of the front (12) and rear wheels (14) can be overridden and the steering of the rear wheels (14) is freely controllable.
24. Omnibus nach einem der vorangehenden Ansprüche, da¬ durch gekennzeichnet, daß eine Kopplung der Lenkbe¬ wegungen der Vorder- (12) und der Hinterräder (14) ohne mechanische Verbindung, insbesondere gestänge¬ los, erfolgt.24. Omnibus according to one of the preceding claims, da¬ characterized in that a coupling of the Lenkbe¬ movements of the front (12) and the rear wheels (14) without mechanical connection, in particular without rods.
25. Omnibus nach einem der vorangehenden Ansprüche, da¬ durch gekennzeichnet, daß eine Ansteuerung der Len¬ kung der Hinterräder (14) elektrisch und/oder hy¬ draulisch erfolgt.25. Omnibus according to one of the preceding claims, characterized in that the steering of the steering of the rear wheels (14) is carried out electrically and / or hydraulically.
26. Omnibus nach einem der vorangehenden Ansprüche, da¬ durch gekennzeichnet, daß die Lenkung der Hinterrä¬ der ( 14) in Abhängigkeit von einer Stellung eines Lenkrades (48) für die Lenkung der Vorderräder ( 12) gesteuert oder geregelt ist.26. Omnibus according to one of the preceding claims, characterized in that the steering of the rear wheels (14) is controlled or regulated as a function of a position of a steering wheel (48) for the steering of the front wheels (12).
27. Omnibus nach einem der vorangehenden Ansprüche, da¬ durch gekennzeichnet, daß eine Lenksteuereinheit (50), die die Lenkung der Hinterräder (14) in Ab¬ hängigkeit von der Lenkung der Vorderräder (12) steuert oder regelt, vorgesehen ist.27. Omnibus according to one of the preceding claims, characterized in that a steering control unit (50) which controls or regulates the steering of the rear wheels (14) as a function of the steering of the front wheels (12) is provided.
28. Omnibus nach einem der vorangehenden Ansprüche, da¬ durch gekennzeichnet, daß der Omnibus (10) als Hin¬ terachse (15) eine Doppelachse, gebildet aus einer angetriebenen gelenkten Achse und einer gelenkten Nach- oder Vorlaufachse, aufweist. 28. Omnibus according to one of the preceding claims, characterized in that the omnibus (10) as the rear axle (15) has a double axle, formed from a driven steered axle and a steered trailing or leading axle.
PCT/EP1995/003441 1994-09-02 1995-09-01 Omnibus WO1996007558A1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CA002198888A CA2198888C (en) 1994-09-02 1995-09-01 Omnibus
US08/807,252 US5813487A (en) 1994-09-02 1997-02-28 Omnibus

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4431305A DE4431305C2 (en) 1994-09-02 1994-09-02 omnibus
DEP4431305.5 1994-09-02

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Publication Number Publication Date
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DE4431305C2 (en) 2000-11-23
US5813487A (en) 1998-09-29
CA2198888C (en) 2001-02-27
CA2198888A1 (en) 1996-03-14
DE4431305A1 (en) 1996-03-07

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